The objective was to develop gauge-for-gauge substitutes for the standard alloys with similar properties while maintaining manufacturability.īoeing was designing the 777 at this time, and expressed a desire for materials superior to those in use on the 757 and 767 wings and fuselage in the areas of strength and fracture toughness, and resistance to the growth of fatigue cracks. The United States and Western Europe focused on higher strength alloys, which contained copper in addition to lithium and magnesium. Aluminum-lithium alloy development programs were initiated in Great Britain, the United States, France, Russia and Japan. These studies showed that reductions in density were most advantageous and lithium additions would have the greatest influence on reducing the density of aluminum. Trade-off studies were made to determine which property improvement had the greatest impact on weight savings. In the 1980s, fuel costs, the market value associated with increased range and landing weight fees resulted in a technical focus on weight reduction. Staley, in Fundamentals of Aluminium Metallurgy, 2011 24.2.s In a crosswind landing, consequently, the aircraft can be headed directly into the wind while rolling down a runway not aligned with the wind.E.A. Both the front and rear bogies can be set at angles of as much as 20° to either side of the straight-ahead position. An interesting feature of the B-52 landing gear greatly eases the problems posed by crosswind landings. As compared with their location on the B-47, the outrigger wheels are positioned much nearer the wingtip on the B-52. This is what we wrote in a previous article we published here at The Aviationist:Īs explained by NASA (that has been a BUFF operator) on its website, “the landing gear of the B-52 is of the same bicycle arrangement as employed on the B-47 but has four two-wheel bogies instead of the two bogies used on the earlier aircraft. In fact, the B-52 was designed in such a way the landing gear can be set up to 20 degrees left to right of centerline for both takeoff and landing. to keep the gear along the runway while the fuselage is pointing up to 20 degrees off the runway centerline. One detail worth of note about the B-52 is the bomber’s steerable dual-bicycle landing gear which allows the crew to “crab” the airframe by 20 degrees, i.e. “The approaches were very slow, almost appearing to hover at one point!”
“Although the winds were very strong they were head on with little crosswind,” he comments. Our friend filmed the arrival of the two Stratofortresses. However, their final approach to the base in Gloucestershire was far from stable, with pilots making continuous corrections to maintain the heavy bombers aligned with the runway. #FighterFriday /aSqtM68foyĭespite the strong winds, the B-52s were able to land at RAF Fairford. strategic bombers integrated with the Swedish Air Force JAS 39C Gripens before heading back and RTB (Return To Base).Ī JAS 39C #Gripen pair loaded with with IRIS-T, METEOR and AMRAAM missiles escorting USAF B-52. Changing altitude regularly, occasionally descending below 6,000 ft. The two United States Air Force Boeings B-52H Stratofortress from 🇬🇧RAF Fairford are currently circling over southern 🇸🇪Sweden, showing very pretty tracks. Flying as ZEUS51 and ZEUS52, the two BUFFs, serials #61-0003 and 61-0018, could be tracked online via Mode-S as they flew northeast bound to Sweden via Denmark.
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